hagans



.3 Sheets-Sheet 1. O. HAGANS. LOGOMOTIVE.

(No Model.)

Patented Aug. 28

4 (No Model.) v a Sheets-Sheet 2.

G; H-AG'ANS.

v 'LOGOMOTIVB. No. 525,205. Patented Aug. 28 1894.-

(No Model.) 3 Sheets-Sheet 3.

. 0. HAGANS.

LOGOMOTIVE.

No. 525,205. Patented Aug. 28 1894.

CHRISTIAN I-IAGANS, OF ERFURT,-GERMANY.

LOCOM'OTIVE.

SPECIFICATION forming part of Letters Patent No. 525,205. dated August28, 1894.

Application filed February 17, 1894. Serial No. 500,564:- (No model.)

To all whom it may concern:

Be it known that I, CHRISTIAN HAGANS, a subject of the Emperor ofGermany, residing at Erfurt, Germany, have invented certain new anduseful Improvements in Locomotives; and I do hereby declare thefollowing to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same.

My invention relates to the propelling mechconstruct and connect thesame with the drivin g wheels of the locomotive that it will be enabledto run on very sharp curves, or curves having a small radius.

The invention consists in providing the 10- comotive with a compensatinggear inter posed between the main frame and the swiveled truck on one orboth sides of the locomotive, the said compensating gear being connectedwith a shifting part of the driving connections of the engine. And myinvention particularly consists in a modification of the inventiondescribed and shown in Letters Patent No. 501,616, issued to me July 18,1893, the essential difference being that in said patent, a weigh-leveris employed for moving the fulcrum of the two-armed levers, Whereas, bythis invention, I avoid the use of the weigh-lever and, in otherrespects, simplify the whole construction.

My invention consists, also, in such features, details and combinationsof parts as will first be described in connection with the accompanyingdrawings and then pointed out in the claims.

- In the drawings-Figure 1 is a side elevation of so much of alocomotive as is necessary to illustrate my invention. Fig. 2 is a halfplan view of Fig. 1. Fig. 3 is a detail transverse section, partly inelevation, on the line 00-00, Fig. 1. Fig. 4 is a similar View, on theline y-y, Fig. 2. Fig. 5 is a side elevation showing my invention asembodied in one form of compound engine. Fig. 6 is a transverse sectionon the line zz, Fig. 5. Fig. 7 is a similar View, illustrating theembodiment of my invention in another form of compound engine. Fig. 8 isa transverse section on the line ww, Fig. 6. Figs. 9, 10, 11

and 12 are detail views showing the construction of the connecting-rodends or stub-ends and their bearings.

Referring to the drawings, A is a truck frame in which are mounted thetruck wheels, a, the truck being movably attached in the usual way tothe main frame, B, by means of the ball and socket pintle, 0.

Referring particularly to Figs. 1 to 4, in-

clusive, D is a cylinder, D, a piston-rod, and

d, a cross head, of the usual construction. To the cross head is pivoteda pitman-rod, K,

which is connected to the lower end of a lever, E, fulcrumed to aprojection, F, attached to the main frame, B. The main connecting rod, Gis attached to the lower end of the lever, E, at the same point with thepitman-rod, and serves to transmit motion to the main driving wheels, inthe usual manner, the rear drivers receiving motion from the maindrivers, by means of the parallel rods, G The truck wheels, which, asbefore stated, are coupled by the parallel rod, a, are driven from theengine by means of a connecting-rod, G, attached to the wrist-pin, a,and to the lower end of a lever, E, fulcrumed at F, in a swinginghanger, H, and connected by a rod, K, to the lever, E. The hanger, H, isfulcr'umed at h, on the main frame, and is connected by a controllingrod, J, to any suitable part of the truck, as, for instance, to theouter end of the compound crank, a.

The operation of the mechanism thus far described is as follows: Whenthe locomotive is running on astraight track, thepiston-rod drives themain connecting rod, G lever, E, parallel rod, G and rod, K, through themedium of the pitman-rod,'K. The rod, K, in turn drives the lever, F,which moves the connecting rod, G, and actuates the crank, a moving thetruck wheels. On turning acurve,

the truck wheels are swung on their central pivot, C, in the usual way,and, in so doing, move the hanger lever, H, through the 'medium of thecontrolling rod, J, either pushing the lower end of the hanger backwardor pulling it forward, according to the direction in which the truck ismoved. As the hanger lever, H, is fulcrumed at it, any movement of itslower end will correspondingly affect the position of the fulcrum point,F, of the lever,

E, either moving it forward or backward, and,

as the distance between the pivotal points of connection of the rod, K,to levers, E and E, is unalterable, the lower end of the lever, E, isalso afiected by any movement of its fulcrum, F, thereby altering theposition of the are through which the lower end moves. Thus, it will beseen, by properly proportioning all the parts, the increase or decreaseof distance between the center of the rear truck wheel and the maindriving wheel, due to the swinging of the truck, is properly compensatedwithout throwing any undue strain on the connecting rod, G. However, theswinging of the truck gives rise to a lateral deflection of theconnecting rod, G, which, with the ordinary methods of attachment, wouldeither necessitate a large amount of lost motion at the stub-ends andwrist-pins, or would seriously strain the bearings. These disadvantagesI avoid by an improved construction of stub-end, which will behereinafter described.

In Figs. 5 and 6, I have shown the manner in which my invention isapplied to one form of compound engine in which the two cylinders areclose together, and have a common steam-chest, or slide-valve chest, ontheir inner sides. In this construction, the pistonrod of the uppercylinder is connected by a pitman-rod, K to the lever, E, at the same.pivotal point where the rod, K, is attached, thus enabling the upperpitman-rod to contribute its proportionate amount of work in driving thewheels. The remaining construction is essentially similar to that shownin Figs. 1 to 4..

In Figs. 7 and 8, I have shown the manner in which my invention may beapplied to a compound engine having two cylinders with a commonsteam-chest between them, which necessitates the separation of thecylinders. In this construction, the lever, E, is extended above itsfulcrum point, and is connected to the upper cross-head bya pitman-rod,K the direction of travel of one piston-rod being, obviously, oppositeto that of the other.

In Figs. 9 to 12, I have shown a stub-end embodying some of the featuresof my invention and enabling me to overcome all the disadvantages whichwould arise were the connecting rods attached to the wrist pins in theusual way.

Referring to Figs. 9 to 12, a, is a bushing, which, instead of beingflat on all its sides, as usual, has two opposite sides cylindricallycurved, these curved surfaces forming part of one and the same cylinderwhose axis is in the vertical central plane of the stub-end. This axisis also at right angles to the longitudinal axis of the wrist-pin, whichpasses through the cylindrical opening, Z, in the bushing, a. Thebushing, a, is inserted between the two blocks,

b, which each have a concave surface arranged to contact with the curvedsurfaces of the bushings, as will be apparent from the drawings. Theblocks, 1), are each grooved, one to receive the stub-end, and the otherto receive the usual key for taking up the wear, the key being providedwith a bolt and nuts, as in the ordinary construction. Oil is suppliedto the wrist-pin and to the curved surfaces, by a common lubricator. Itis plain from Fig. 12 that the curved or cylindrical surfaces of thebushing, a, permit the connecting rod to swing a considerable distancein each direction, without straining the wrist-pin, so that by providingthe connecting rod, G, Figs. 1 and 2, at each end with the improvementsshown in Figs. 9 to 12, the connecting rod may be deflected by theswinging of the truck, without straining its connections.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is-

1. In a locomotive, the combination, with a hanger pivoted on the mainframe, a movable truck-frame, and a controlling lever attached to thehanger and to the truck frame, of a one-armed lever fulcrumed on thehanger, a connecting rod connected to the leverand operating the truckwheels, and means for operating the lever.

2. In a locomotive, the combination, with a truck and a pair of levers,one of which has a movable fulcrum, of a coupling rod uniting the twolevers, a connecting rod attached to the lever having the movablefulcrum and to the wheels journaled in the truck-frame, and acontrolling lever movable with the truckframe and arranged to shift themovable fulcrum of the lever, substantially as set forth.

3. In a locomotive, the combination, with the cylinder, piston-rod andcross-head, of a pitman-rod attached to the cross-head, a one armedlever fulcrumed on the main frame and attached to the pitman-rod, aconnecting rod attached to the lever, a main driving wheel operated bythe connecting rod, a hanger pivoted on the main frame, a leverfulcrumed on the hanger, a rod connecting both levers, a truck-whee], aconnecting rod pivoted to the lever fulcrumed on the hanger andoperating the truck-wheel, and a controlling rod attached to the hangerand to the truck-frame, substantially as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

CHRISTIAN HAGANS.

\Vitnesses:

P. TEIOHMANN, O. LOHFELD.

